Engineer&#39;s alarm.



E. MOGLINTOGK.

ENGINEBRS ALARM.

APPLIOATION FILED 1320.18, 1905.

@l 42445 Patented Mar. 9, 1909.

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APPLIOATION FILED DEU. 1s, 1905.

@iV-9445, Patented Mar. 9, 1909. z SHEETS-SHEET z.

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EDWARD McGLNlOGK, F ST. PAUL, MINNESOTA, ASSIGNOR TO MCGLINTOCK MANU- FAGTURING QOMPANY, OF ST. PAUL, MINNESOTA.

ENGIlTEEBS ALARM.

no. cicale.

Speccation el' Letters Eatent.

Patented March 9, 1909.

Application filed December 18, 1905. Serial No. 292,139.

To all whom it may concern:

Be it known that'l, Enc/'Ann Mclrrn'roen, of St. Paul, Ramsey county, vlvlinnesota, have invented certain new and useful lm"- provements in Engineers; Alarms, oi which the following is a speciiication.

lvly invention relates to railway automatic signal and alarm devices, and the object of my invention is to prevent rear end collisions and te provide means whereby 'the engineer of a following or second train will warned of the presence of a precedingl train in a con tigueus, preferably the next block, the apparatus being ada ted particularly for double track systems w ere one track is used excluively for trains moving in the same direction.

The invention consists, generally, in various constructions and combination, all as hereinafter described and particularly pointed out in the claims.

in the accompanying drawings, forming part. ci this specification, Figure i, is a diagrammatic view illustrating the aiplicatien of the ap aretus to a railroad traclr. 2 is a similiir view illustrating tl e apparatus used on the locomotive er motor and embodying a signaling device which is ail'ected by the apparatus connected with the track. Fig. 3 shows a signal connected with the secondary circuit. y

in the drawings, 2 an d 3 represent the track4 rails which are divided into a series of insulated blocks or sections, "vo oi? which are ated byv relerence chai-acte 1s A and lifor convenience el illustration and desiu iption. Each block is provided on alternate sides of the track. with a series of short rail sections -'l insulated from the main portion of the rails and from each other. rthere are preferably two sets or groups of these insulated sections in each lock, one preferably near the middle and block, cach the other near the end ol the i group containing two or more rail sections and connecting circuits which are duplicates of one another to insure the operation of the device en the locomotive during the passage of a rapidly moving train. lhe rails of one set, as indicated in the drawing, are connected with the circuits which iniiuence the caution signal, while the other on the opposite side elE the 'track and near the end el the block, is in circuits which inliuence the danger signal. For convenience of illustration l will designateand refer tothe former insulated sections by reference letter C, and to the latter by reference letter D, indicating caution and danger respectively.

Each block oi the track has a suitable generator such as battery .B connected by wires 5 with the opposite rails, and located between the rails, or at any other suitable point. A wire 6 connects the sections of the rail. 2 in the same blockforming' a loep leading around the short insulated sections 4 of the group C. The insulated sections 4, of which l have shown two, or duplicates, in the drawing, are connected by wires 7 and 7a with armatures 8 and 8EL pivoted at 9 and having connection 10 to operate in unison. Contact points 11 and 11a are connected by wires 12 and 12 with the wire 6. The armature 8 is in position te be iniiuenced by an electro magnet 13, and when the said magnet is energized the armatures 8 and 8a will be attracted thereby to contact with the points 'l1 and 11il and close the circuits at the armatures, but the circuits at the rails will remain open normally and be closed temperarily during the passage of the lirst train to prevent the operation of the signal.' The rail sections e oll the group D, on the other side el' the track, have wires 14 and 14u connected therewith leading to contact points 'l5 and 15a'. ln the path oi' armatures 16 and 16a a third armature 16b is provided, and all el them are pivoted at 17 and have a connection 18 between them, insuring movement in unison. The armature 16b is arranged to contact with a point b in circuit with the said armature 16b and the magnet 1.3 through a wire 19 and battery F. A wire 14b leads from the rail 3 t0 the armaturc 16u, and the wire 1.4 connects the Wire leb with the armature 16. This last named armature is arranged to be induenced by a magnet 2l), from which wires 21 and 22 lead respectively to the rails 2 and 3 of the block adjoining the one wherein the groups. of caution and danger rail sections are located. This completes the track apparatus used in connection with each block. I have shown another apparatus lor the adjoining block, but as it is a duplicate el the one already described lurther reference thereto will be unnecessary, it being sulicient tosay that each block is similarly equipped *with the caution and danger circuits afl'ected er iniluenced by the passage of a train to warn the engineer of the succeeding train of the presence of the first one in the next block.

The apparatus on the locomotive or motor and embodying the signaling devices I will now proceed to describe in detail.

23 represents the locomotive trucks, be-

tween which I arrange contact shoes or Wheels 24 and 24, and 25 and 25a, arranged through a generator such as battery G, to a solenoid 28. A wire 29 leads from the solenoid 28 to a contact point 30. A quadrantshaped disk 31 is pivoted at 32 on an insulating board 32l and is pivotally attached to the armature 33 of the solenoid, and when the solenoid is energized the disk 31 will be swung on its pivot to a position in contact with the point 30 to close the circuit therethrough. yToggle links 34 are connected with the disk 31 by a link 35. A plunger 36 is slidable "in guides 37 and connected to a crank 38 which controlsthe admission ot' steam to the engine cylinders by any suitable mechanism, not shown. A spring 39 is attached to the link 35 and to a fixed point 40, and a wire 41 leads l'rom the point 40 to the engine truck. A complete circuit, therefore, will be established through the truck, the track rail, the shoe 24, the Wires 26 and 27 and the battery Gr to the solenoid 28, and from-thence throughthe wire 29 and the disk 31, link 35, spring 39 and wire 41 to thcl truck. The disk 31 is provided with different colored lens 42 and 43, preferably one white and one red, and a light (not shown) is mounted on the board 32 in the rear of the disk and normally visible through the white lens 42. When the circuit is broken and the spring 39 swings the disk to its other position, the red lens will be moved in front of the light, and caution the engineer of e approach of danger, or that the track a parat us is defective and in need ol' repairs. 0n

the other side of the locomotive truck the shoes 24L and 25a are connected with a similar circuit, which I will re'l'er to as the danger" circuit to distinguish it from the cau- I prefer tol I prefer to provide a series of ratchet teeth 44 on the curved edge of the danger circuit disk in position to be engaged by a springpressed dog 45 for locking the disk in its danger position and preventing any possibility of its accidentally swinging back to theindicated by letter S, having a knife switch S in circuit through wires m and n with the rail sections 4 and through wire o with rails 2 and 3 respectively. By means of these connections the circuit through the switch will be closed when the signal is at clear to prevent interruption of the caution signal circuit. Vhen, however, the circuit is broken at the switch by the elevation of the signalthrough a cable operated from a distant point, the circuit, on the locomotive passing over the sections 4 will be interrupted and call the attention of the engineer to the local track signal. Instead ci controlling the secondary track circuit the local signal may be arranged to be controlled by said circuit. This, however, would be a mere reversal of the construction shown and I have notv thought it necessary to illustrate it herein.

From the foregoing description it will be noted that there is a main track circuit normally closed and several secondary circuits open at the rail circuits, the armatures of which are held in contact with their points as long as the magnets-in the primary track circuits are energized. As-soon, however, as these magnets are demagnetized, as by a short circuit,4 the secondary circuits. will all be broken at their armatures temporarily.-

For instance, assuming that a train ,enters the block A moving toward the right. As it passes over the group (l of insulated track sections, the circuit through the Jcaution signal disk being broken along the rails by the insulation at that point will pass from one of the shoes 24 or 25 through the battery' G and wire 27 and theconnections therewith around to the truck; wliich will be in contact with the" main rail, and from thence through wires 6 and 12 to the armaturec, and from thence through wire 7 back to/the insulated section and the shoe. The ,circuiti` therefore, through the caution diskmf the iirst train or train ahead willbe unbroken, and no vchange will take place at the signal. The same will be true when the'train passes over the group of danger rail signals on. the opposite side of the., track., As soon, however, as the train p`asses`out of the block -e porarily therethrough, instead oi'passing'out and enters the one indicated by B a short circuit will be established between the rails 2 and 3 throughthe locomotive trucks and axles, and the current will be shunted teni through the wires 21 and 22 to the magnet whereupon the said magnet 20 will be dem rnetized and the secondary track cir cuits broken at the armatures 16, 16 and lo, and also at the armatures 8 and 8g, and the short circuit will continue and the mag n o and 13 will remain demagnetizcd until the train passes out of the block B. suppose, now, another train moving in the sonic direction enters the block A before the lust train has passed out of the block B; as soon as the second train reaches the group ol the rail sections and the shoes or wheels 24rand 25 contact therewith, the circuit will be momentarily broken through the caution signal disk, and it will be swung by tlie power of' the spring 39 to a position where the colored lens will be in iront of the light to warn the engineer ofthe approach of danger. fit the same time steam will be automatically shut olia from the engine cylinders. if the engineer does not then apply the brakes and stop the train', the locomotive in a few moments will pass on to the group of danr rail sections, and at this point the quadrant 3l u will be operated to flash its red signal und operate the air valve to set the brakes. as soon as the -ilrst train has passed out of the succeeding block the track circuit-will be automatically closed, and the circuits can then be established through the caution and danger" signals by swinging the quadrants El. and 8]. back to their normal position in contact with the points and 30a.

`lVith this apparatus the .engineer of a iollowingl or second train will be warned when there is a train ahead in the next block. lllfhei'i a train enters a block and there is no train ahead of it, the caution and danger'" signal circuits on the locomotive, teniporarily interrupted by the short insulated track sections will, however', remain closed by the connection of the short rail sections with the secondary track circuits, which are normally closed except at the rails, and the break at this point will be temporarily connected during the passage of the contact shoes o v er the insulated rail sections. Therefore, il the secondary track circuits are closed at their armatures, the caution and "danger" signal circuits will remain closed while the locomotive is passing over the short insulated track sections. If, however, the secondary track circuits are broken at their armatures, either through the passage of a train ahead or some accident or defect in the apparatus then the cantieri and danger signal circuits of the train to the rear.

`will be broken during the passage of the train over the insulated rail sections and the cauy tion and danger signals will be displayed as heretofore described. Each train as it enters a block short circuits the track circuit ,oi that block andopens, temporarily, the 'secondary circuits of the preceding block to i preventthe too near approach of the followl ing trail-'1. These circuits remain interrupted until the iirst train passes out of the block, Whenthey are automatically closed and returned to their normal condition. The track ci' the drawing is one of a double track system and. is used exclusively for trains running in the same direction, and for the track used by trains running the other direction a similar apiaratus will be provided operating in su stantially the same way.

l do not wish in this application to confine myself to the 'particular details of construction herein shown and described, as the same are capable of'eonsiderable modification, my invention consisting essentially in providing an apparatus set for a limited period by the passage of the iirst train to influence certain signals on a following train, or beside the track and thereby prevent the too near approach to one another oftwo trains moving in the same direction.

l claim as my invention:

i.. '.lhe combination with la track divided into insulated blocks, ofr a normally closed main track circuit for each block adapted to be temporarily short-cireuited by a train entering the block, a normally closed caution signal circuit carried by a locomotive, and a secondary normally c osed track circuit to each block, the secondar normallyclosed caution circuit of one bloc being electrically connected with the normally closed main track circuit of a block ahead and adapted to be temporarily opened upon the short-cir cuiting of the main track-circuit of a block ahead by a train passing through that block, and tocause the caution signal circuit of a following train to be temporarily opened to operate its signal, substantially as described.

2. The conibinationwith a track divided into insulated blocks, ol' normally closed track circuits for each block arranged to be temporarily short-circuited during the passage of a train through that block, normally closed caution and danger signal circuits carried by the locomotive, and means whereby the caution and danger signal circuits on a second train will be successively broken to operate their signals when the track circuit of a block is interrupted by the passage of a train ahead through that block, substantially as described.

The combination with a track divided into insulated blocks, each block containing an insulated section of'track-rail, of aviiormally lclosed main tracl -circuit` for each block arranged to be temporarily short-circuited by the passage of a train through the izo block, a normally closed cauti-on signal circuit carried by a locomotive, and a secondary track circuit connected with said insulated section of track-rail and electrically coni'iected with the normally closed main track circuit of a block ahead and inliuenced by shortcircuiting the main trackciicuit of a block ahead upon the passing of a train. over said block so as to open the caution signal circuit on a following train, to operate its signal, through the inlluence of said secondary caution track-circuit, substantially as described.

4.- Thc combination with a track divided into insulated blocks and each block containing shoi't insulated rail sections arranged in groups at intervals, ol a normally closed track circuit for each block, secondary track circuits connected with said short rail sections and normally broken at that point and having circuit closers normally' closed by said track circuits, normally closed caution and danger signal circuits carried by the locomotive, slices provided in said caution and danger signal circuits and arranged to contact with said short rail sections and be kept closed by said secondary circuits at that point, whereby said` caution and danger signal circuits will remain unbroken and unaffected during the passage ot' the first train, and whereby when the iirst train enters a block and short circuits the track circuit of that block, the caution and danger signal circuits of the following train in a rear block will be broken to set its signals while )assing over the insulated rail sections ol said rear block, substantially as described.

5. The combination with a track divided into insulated blocks, each block containing a short insulated rail section, of a normally closed track circuit for each block arranged to be temporarily short circuited during the passage of a tain through the block, a magnet in said track circuit, a secondary track circuit connectr-d with said insulated rail section. and normally broken at that point and having a circuit closer normally held in its closed position by the influence of said magnet, a normally closed caution signal circuit carried by the locomotive and having' a shoe to contact with said short rail section and temporarily be comple :ed by said secondary circuit when the circuit closer of said secondary circuit is attracted by the magnet of said track circuit, and said caution signal circuit being temporarily broken to operate its signal during the pas-.

l sage of its shoe over said short rail section when said secondary circuit is broken at its circuit closer by the short-circuiting of said track circuit, substantially as described.

6. An engineers signal comprising an oscillating disk quadrant having different colored lens, and a spring arranged to urge said disk to its alarm or danger position, a contact point in the path-of said disk, a valve lever, toggle levers, pivotally connected with said disk and with said valve lever, contact slices and an electric circuit connecting said contact point and said disk with said shoes, and a solenoid having its armature connected with said disk and normally holding it in contact with'said ypoint against the power of said spring. y

7. The combination with a track divided into insulated blocks, the blocks containingl insulated sections of traclcrailf, ol a normally having a switch connected with the norinally closed track circuit and in a secondary track-circuit which includes said sections of track-rail, and a normally closed' c ution signal circuit carried by a locomotive,y said normally closed signal circuit being adapted to be temporarily broken by the )tissage,ofA

a train over said sections' of trac rail and the opening of said locally disposed signal switch, substantially asl described.

into insulated blocks, each block havinga Inormally closed main track-circuit arranged to be teniporarily short-circuited by a train entering the block, a secondary normallyA closed circuit to each block, and a normally'.v

closed caution signal circuit carried by a locomotive, said secondary normally closed track-circuit being adapted to be temporarily opened upon the short cir :uiting of the trackcircuit of a block ahead by a train passing through said block, and `said caution signal circuit on a following train adapted to be temporarily broken to operate its signal by said temporary opening of the secondary track-circuit and to be restored to its norinal condition alter the train ahead has passed. out of the block ahead, substantially as described.

ln witness wher(` of, I have hereunto set my hand this Sth day ol .December 1905.

EI'VARD MCCLNTOCK. Witnesses:

.Rioimnn PAUL,

C. MAcNAuAnA. 

